Wheelchair conversion vehicle with a modified k-frame and a method of manufacturing the same

ABSTRACT

The present invention is directed to a wheelchair conversion vehicle and a modified rear suspension K-frame that provides an increase in the overall wheelchair accessible area in the conversion vehicle without compromising ride quality or vehicle control. The invention also provides a method of manufacturing such a wheelchair conversion vehicle.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional PatentApplication No. 61/874,252, filed Sep. 5, 2013, and incorporates thedisclosure of the provisional application by reference thereto.

FIELD OF THE INVENTION

The invention relates to wheelchair conversion vehicles that allow easyand convenient access and use for riders in wheelchairs. The inventionis also directed to a method of manufacturing wheelchair conversionvehicles with a modified K-frame.

BACKGROUND OF THE INVENTION

It is currently known in the art to modify a vehicle to accommodate forriders in wheelchairs. Example modifications include lowering the floorof the vehicle and providing a ramp for entering and exiting thevehicle. Such modifications allow for people in wheelchairs to morecomfortably ride in vehicles. For example, lowering the floor of thevehicle provides a greater floor to ceiling height so that riders willnot hit their heads when sitting in a wheelchair.

One desirable modification is an increase in floor length to allow foreasy maneuvering while entering and exiting the vehicle, and whilepositioning the wheelchair within the vehicle. Previous increases infloor length have been limited by the location of the rear independentsuspension subframe. The invention described herein increases the limitto floor length by providing a modified independent rear suspensionK-frame, a wheelchair conversion vehicle with such a modified K-frame ora purpose built subframe and a method of manufacturing the same.

BRIEF DESCRIPTION OF THE DRAWINGS

Illustrative and exemplary embodiments of the invention are shown in thedrawings in which:

FIGS. 1A-D are various views of an existing OEM K-frame with theresulting rear kick-up.

FIG. 2 is a top view of an implementation of a modified K-frameaccording to the present disclosure.

FIG. 3 is a top perspective view of an implementation of a modifiedK-frame coupled to a new vehicle mount.

FIG. 4 is a top view of a modified OEM K-frame with front subframebushings and rear transaxle support beam removed.

FIGS. 5A-C are various views of an implementation of a modified K-frameaccording to the present disclosure with the resulting rear kick-up.

FIG. 6 is a top view of an implementation of an alternative modifiedK-frame according to the present disclosure.

FIG. 7 is a top view of an implementation of a second alternativemodified K-frame according to the present disclosure.

FIGS. 8A-B are two views of an implementation of an alternative modifiedK-frame according to the present disclosure with strengthening elementsadded.

Elements and facts in the figures are illustrated for simplicity andhave not necessarily been rendered according to any particular sequenceor embodiment.

DESCRIPTION OF THE INVENTION

Aspects and applications of the invention presented here are describedbelow in the drawings and description of the invention. Unlessspecifically noted, it is intended that the words and phrases in thespecification and the claims be given their plain, ordinary, andaccustomed meaning to those of ordinary skill in the applicable arts.

The following is a description of the preferred embodiments of thepresent invention and is not intended to limit the scope of theinvention to the particular embodiments discussed below.

As shown in the FIGS., the present invention is directed to a modifiedK-frame, which is intended for use in the original equipmentmanufacturer (OEM) independent rear suspension system of a vehicle. Theinvention is also directed to a converted wheelchair accessible vehiclehaving an independent rear suspension that contains the modified K-frameas discussed below and to a method for converting an OEM vehicle to awheelchair accessible vehicle.

Converted wheelchair accessible vehicles have lowered floors to increaseheadspace for wheelchair users and to accommodate a side accesswheelchair ramp system. Wheelchair users are limited to those areas ofthe vehicle that have a lowered floor. This limitation can make itdifficult to maneuver a wheelchair within a vehicle and while enteringand exiting the vehicle. Increasing the overall area of lowered floorwill increase a wheelchair user's access to and ease of use of avehicle. One area of the floor that previously could not be lowered isthe space consumed by the rear subframe of a vehicle with an independentrear suspension, thus, decreasing the overall wheelchair accessible areain the vehicle. The rear suspension is extremely important, providingboth ride quality and vehicle control. A rear kick-up is caused by thelocation of the rear suspension system in these vehicles, wherein theback portion of the vehicle floor is raised compared to the loweredwheelchair accessible floor.

The modified K-frame set forth in this disclosure allows for an increasein the overall area of the lowered floor so that wheelchair users havemore space to maneuver within a converted wheelchair accessible vehiclewithout compromising ride quality and vehicle control. The inventionprovides additional floor space while maintaining OEM suspensionkinematics/geometry, as well as compatibility with OEM replacement part.In one embodiment, the OEM independent suspension components, such ascontrol arms, spindles, bushings, etc., are used or modified during theconversion.

The OEM K-frame in currently converted wheelchair accessible vehiclesrequires a rear kick-up. FIG. 1A illustrates an existing OEM K-frame 10,FIGS. 1B, 1C, and 1D illustrate various views of the rear kick-up 70provided by OEM K-frame 10. The various parts of OEM K-frame 10 are alsovisible in FIG. 1A. Two rear subframe bushings 20 are fixedly connectedto opposite ends of a main support beam 60. Two front subframe bushings30 are fixedly connected to main support beam 60 by two arms 35 thatextend from main support beam 60 at an angle. These two arms 35 arefixedly connected to one another by a rear transaxle support beam 40. Onthe side of arms 35 directly opposite from rear transaxle support beam40, are brackets 50. On an end of each bracket 50 is an upper controlarm 55. Rear kick-up 70 is adjacent to front subframe bushings 30 andrear transaxle support beam 40, as shown in FIGS. 1B-1D.

FIG. 2 presents an embodiment of the present invention, but theinvention is not limited to the embodiment shown. In an embodiment,modified K-frame 110 has two rear subframe bushings 120. The two rearsubframe bushings 120 are fixedly connected to opposite ends of a mainsupport beam 160. There are preferably about 40″to 60″ between rearsubframe bushings 120, more preferably about 48″ to 52″ between rearsubframe bushings 120, and most preferably about 49″ to 51″, e.g.,50.5″, between rear subframe bushings 120. In a preferred embodiment,main support beam 160 is slightly curved, and in a more preferredembodiment, main support beam 160 is slightly curved on the ends, but isstraight in a middle section. Main support beam 160 is preferably about0.025″ to 0.125″ in wall thickness, more preferably about 0.050″ to0.100″, and most preferably about 0.070″ to 0.080″, e.g., 0.075″.

Two arms 135 are fixedly connected to main support beam 160 and extendat an angle away from each other such that K-frame 110 resembles theletter K. The angle between the center of main support beam 160 and anarm 135 is preferably between about 90 to 150 degrees. More preferably,the angle is between about 120 to 135 degrees. In a preferredembodiment, arms 135 are symmetrical around the center of main supportbeam 160 as is the case for the embodiment depicted in FIG. 2. There arepreferably between about 10″ to 26″, more preferably about 12″ to 20″,and most preferably about 14″ and 18″, e.g., 16″, between the insidesurfaces of the two arms 135 where they contact the main support beam160. In a preferred embodiment, arms 135 are preferably between about 8″and 20″, more preferably about 9″ to 18″, and most preferably about 10″to 16″, e.g., 12″ long and preferably about 1″ to 4″, more preferably1.5″ to 3″ and most preferably 2″ to 2.5″, e.g., 2.25″ in cross-sectionheight from the bottom to top surface.

Brackets 150 are fixedly connected to the ends of arms 135 opposite tothe ends connected to main support beam 160. Upper control arms 155 arefixedly connected to brackets 150. K-frame 110 also has two frontsubframe bushings 130. In a preferred embodiment, front subframebushings 130 are located along arms 135 between main support beam 160and brackets 150. In a more preferred embodiment, front subframebushings 130 are located along arms 135 between main support beam 160and brackets 150 and are closer to brackets 150 than main support beam160. In a most preferred embodiment, front subframe bushings 130 arelocated along arms 135 between main support beam 160 and brackets 150directly adjacent to brackets 150. In an alternative embodiment, frontsubframe bushings 130 may be located above brackets 150.

Front subframe bushings 130 may be an integral part of arms 135 in thelocations described above. More preferably, front subframe bushings 130are attached to a top surface of arms 135 in the locations describedabove.

Referring now to FIG. 3, new vehicle mount 180 is structurally attachedto the vehicle frame by bolting and/or welding in the four (4) mountinglocations of subframe bushings 120 and 130. In a preferred embodiment,new vehicle mount 180 is bolted to the subframe and then welded inplace. In a more preferred embodiment, new vehicle mount 180 is boltedto the OEM vehicle and then welded in place. The subframe bushings 120and 130 may be bolted to the lower end of the new vehicle mounts 180.The new vehicle mount 180 may be attached to the vehicle by welding,bolting, or both. In a preferred embodiment, new vehicle mount 180 isbetween about 2″ and 7″ in length. In a more preferred embodiment, newvehicle mount 180 is between about 5″ and 6″, e.g., 5.5″, in length.

In a particular embodiment of the present invention, K-frame 110 doesnot contain rear transaxle support beam 40 shown in FIG. 1A. K-frame 110as presented herein may be manufactured as an original part.Alternatively, an OEM K-frame 10 may be modified to create K-frame 110of the present disclosure. Referring to FIG. 1D, an OEM K-frame 10 maybe modified by removing rear transaxle support beam 40 and both frontsubframe bushings 30 as indicated by the lines 100 in FIG. 1D. FIG. 4illustrates a modified K-frame 110 with front subframe bushings 30 andrear transaxle support beam 40 removed. The K-frame 110 is furthermodified by attaching front subframe bushings 130 to a top surface ofarms 135, as shown in FIG. 2. The front subframe bushings 130 areattached to arms 135 by welding, bolting, pressing or other mechanicalmeans or a combination of both.

The present invention is also directed to a wheelchair conversionvehicle that allows for easy and convenient access and use forwheelchair users. Although not shown, the wheelchair conversion vehicleis a vehicle that includes K-frame 110 as discussed above. The vehicle'sindependent rear suspension, including K-frame 110 is attached to thevehicle's body by way of the new vehicle mount 180. Preferably, newvehicle mount 180 is welded to the subframe of the vehicle. Morepreferably, new vehicle mount 180 is bolted to the subframe. Mostpreferably, new vehicle mount 180 is both bolted and welded to thesubframe. The subframe is connected to the vehicle body. However, in amore preferred embodiment, new vehicle mount 180 is bolted to thevehicle body instead of the subframe. In a most preferred embodiment,new vehicle mount 180 is bolted to the vehicle body and then welded inplace. In a preferred embodiment, the vehicle body is a van; in a morepreferred embodiment, the vehicle body is a minivan.

In a preferred embodiment, the wheelchair conversion vehicle alsocomprises a wheelchair access system, which gives a wheelchair useraccess to the wheelchair conversion vehicle. In a more preferredembodiment, the wheelchair access system includes a side access ramp anda lowered floor.

The area of the floor that is lowered determines the amount of space awheelchair user has in the wheelchair conversion vehicle. Floor lengthis one parameter that defines the amount of space. Overall interiorfloor length is determined by measuring from the front kick-up of theinterior to the rear kick-up. The rear kick-up 170 created by modifiedK-frame 110 is illustrated in FIGS. 5A-5C. FIG. 5A also includes a line175 indicating the location of the rear kick-up 70 from OEM K-frame 10.In a preferred embodiment of the present invention, the overall interiorfloor length is extended about 2″ to 4″ because of K-frame 110. In amore preferred embodiment, the overall interior floor length is extendedabout 4″ to 6″ because of K-frame 110. In a most preferred embodiment,the overall interior floor length is extended about 6″to 9″, e.g., 7″ or8″, because of K-frame 110.

The method of manufacturing a wheelchair conversion vehicle describedherein primarily involves installing a K-frame 110 as disclosed hereinand lowering the area of vehicle floor that extends from the frontkick-up of the vehicle to the rear kick-up 170 created by K-frame 110.Manufacturing a wheelchair conversion vehicle begins with an OEM vehiclehaving a vehicle body, a subframe, and an independent rear suspension.The vehicle body is preferably a van and more preferably a minivan.Other vehicle bodies may be used and are still within the scope of thepresent invention.

The OEM K-frame 10 is removed from the independent rear suspension. Inone embodiment, the OEM K-frame 10 is converted to K-frame 110,illustrated in FIG. 5A, and reinstalled into the independent rearsuspension. In an alternative embodiment, OEM K-frame 10 is discarded,and an original K-frame 110, illustrated in FIG. 5A and described above,is installed in its place. For example, the new vehicle mount 180 isattached (e.g., bolted, welded, or both) to the vehicle subframe. Then,the K-frame 110 with each subframe bushing 120 and 130 is attached(e.g., bolted, welded, or both) to the new vehicle mount 180.Alternatively, the K-frame 110 could be inserted by attaching one end ofnew vehicle mount 180, shown in FIG. 3, to each subframe bushing 120 and130, and then welding or bolting the second end of new vehicle mount 180to the vehicle subframe. The second end of new vehicle mount 180 couldalso be both welded and bolted to the vehicle subframe. The vehiclesubframe is attached to the vehicle body. In a more preferredembodiment, the second end of new vehicle mount 180 is bolted directlyto the vehicle body. Most preferably, the second end of new vehiclemount 180 is subsequently welded in place.

The vehicle floor is lowered in the area that extends from the frontkick-up of the vehicle to the rear kick-up 170 shown in FIGS. 5A-C. In apreferred embodiment, the length of the lowered floor is greater than itwould be with the OEM K-frame 10. In a more preferred embodiment, thelength of the lowered floor is extended about 2″ to 7″. In a mostpreferred embodiment, the length of the lowered floor is extended about6″ to 12″, or about 7″ to 9″. FIG. 5A indicates the location of theprevious rear kick-up 70 with a line 175, which illustrates the increasein floor length.

FIG. 6 provides a top view of an implementation of an alternativemodified K-frame according to the present disclosure. In thisalternative embodiment, the OEM K-frame 110 does not contain reartransaxle support beam 40 shown in FIG. 1A, but does include the two OEMfront subframe bushings 30 fixedly connected to main support beam 160 bytwo arms 135 that extend from main support beam 160 at an angle. On theside of arms 135 directly opposite from the removed rear transaxlesupport beam 40, are brackets 150. On an end of each bracket 150 is anupper control arm 155. The alternative modified K-frame providesincreased center section floor length.

FIG. 7 is yet another alternative embodiment showing a top view of animplementation of a second alternative modified K-frame according to thepresent disclosure. In this second alternative embodiment, the OEMK-frame 110 contains a rear transaxle support beam 40 shown in FIG. 1A,but does not include the two OEM front subframe bushings 30 fixedlyconnected to main support beam 160 by two arms 135 that extend from mainsupport beam 160 at an angle. These two arms 135 are fixedly connectedto one another by a rear transaxle support beam 40. On the side of arms135 directly opposite from rear transaxle support beam 40, are brackets150. On an end of each bracket 150 is an upper control arm 155. As inFIG. 2, the brackets 150 are fixedly connected to the ends of arms 135opposite to the ends connected to main support beam 160. Upper controlarms 155 are fixedly connected to brackets 150. As in FIG. 2, in thesecond alternative modified K-frame, front subframe bushings 130 arelocated along arms 135 between main support beam 160 and brackets 150.In a more preferred embodiment, front subframe bushings 130 are locatedalong arms 135 between main support beam 160 and brackets 150 and arecloser to brackets 150 than main support beam 160. In a most preferredembodiment, front subframe bushings 130 are located along arms 135between main support beam 160 and brackets 150 directly adjacent tobrackets 150. In an alternative embodiment, front subframe bushings 130may be located above the brackets 150.

Front subframe bushings 130 may be an integral part of arms 135 in thelocations described above. Front subframe bushings 130 may also beattached to a top surface of arms 135 in the locations described above.

The second alternative modified K-frame allows the rear kick-up 70 to bemoved further back in the vehicle providing for increased floor length,however, less overall floor space than the modified K-frame as shown inFIG. 5A.

FIGS. 8A-B provide a top and side view of an implementation of analternative modified K-frame according to the present disclosure.Structural strengthening elements may be added to K-frame 110 to improveperformance. For example, gussets 185, top jacket 190, and bottom jacket195 (collectively jackets 190/195) may be added to increase the strengthof K-frame 110 to static and dynamic forces such as torsion duringvehicle operation. Gussets 185 and jackets 190/195 may be welded,riveted, or bolted to various sections of K-frame 110. For example, FIG.8A depicts an example of jackets 190/195 wrapping around arms 135 nearfront subframe bushings 130, and also depicts gussets 185 installedwithin the interior cavity of arms 135. Strengthening elements may alsobe added on or in main support beam 160, brackets 150, upper controlarms 155, and rear transaxle support beam 40. In particular, gussets 185can be installed within the cavities of K-frame 110 structures (as shownin FIG. 8B) or on the surface of flat surfaces of K-frame 110.

The modified K-frames all surprisingly provide OEM ride quality, butallow for increased floor space for the wheelchair passenger. Each ofthe modified K-frames shown, including the alternative modified K-framesas shown in FIGS. 6 through 8A-B, can be produced by either modifying anOEM K-frame or alternatively manufacturing an original modified K-framewith no need for modification, e.g., a newly built replacement K-frameweldment, not derived from an OEM K-frame.

In connection with this method of manufacturing, the vehicle can befurther converted into a wheelchair accessible vehicle. For example, awheelchair access system having a side access wheelchair ramp may beinstalled on the vehicle. Other conversions and features known in theart may be utilized in conjunction with the method described here andare within the scope of the present disclosure.

Upon reading the teachings of this specification, those with ordinaryskill in the art will appreciate that, under certain circumstances,considering issues such as changes in technology, user requirements,etc., a variety of fastening devices may be used to “affix”, “couple”,and/or “releasably couple” (as those words are used herein) one or morecomponents of the present invention. These fastening devices may includeone or more of the following: adhesives, bolts, buckles, clasps,latches, locks, screws, snaps, clamps, connectors, couplings, ties, orother fastening means yet to be developed.

The invention is therefore not to be limited to the particularembodiments described and illustrated herein. Although the foregoingdescribes the preferred embodiments of this invention, it will beunderstood that the broadest scope of this invention includesmodifications. Such scope is limited only by the claims below as read inconnection with the above specification. Moreover, many additionaladvantages of the present invention will be apparent to those skilled inthe art in view of the above specification and claims herein.

The following example is non-limiting and illustrates one embodiment ofthe present invention.

EXAMPLE

Conversion of 2007 Honda Odyssey

A Honda Odyssey was obtained having an independent rear suspension withan OEM K-frame 10. The OEM K-frame 10 was modified by removing the reartransaxle support beam 40 and the front subframe bushings 30. Frontsubframe bushings 130 were inserted on a top surface of the arms 135 ofthe K-frame 110. New vehicle mounts 180 were welded onto the vehicle inthe four locations corresponding to subframe bushings 120 and 130. Thefront and rear subframe bushings 130 and 120 and the modified K-frame110 were bolted into the vehicle.

After OEM K-frame 10 was converted to modified K-frame 110, theremainder of the Honda Odyssey was converted into a wheelchairaccessible vehicle. The vehicle floor was lowered and a wheelchairaccess ramp system was installed.

The resulting floor length at its greatest length in the Honda Odysseyreached 99.5″. This is an increase of 8″ from the previous floor lengthof 91.5″ in an area corresponding to rear transaxle support beam 40. Inthe area corresponding to front subframe bushings 30, the floor lengthwas extend by 6″.

What is claimed is:
 1. A modified rear suspension K-frame comprising: amain support beam with a rear subframe bushing on each end of the mainsupport beam; at least two arms fixedly connected to the main supportbeam; and at least two front subframe bushings located on a top surfaceof the at least two arms.
 2. The modified rear suspension K-frame ofclaim 1, wherein the K-frame does not comprise a rear transaxle supportbeam.
 3. The modified rear suspension K-frame of claim 2, wherein theK-frame is manufactured by removing the rear transaxle support beam froman OEM K-frame.
 4. The modified rear suspension K-frame of claim 1,further comprising a bracket fixedly connected to an end of each of theat least two arms, wherein the end is farthest away from the mainsupport beam.
 5. The modified rear suspension K-frame of claim 4,wherein the at least two front subframe bushings are located on the topsurface of the at least two arms between the main support beam and thebracket.
 6. The modified rear suspension K-frame of claim 5, wherein theat least two front subframe bushings are closer to the bracket than themain support beam.
 7. The modified rear suspension K-frame of claim 1,wherein the main support beam is slightly curved.
 8. The modified rearsuspension K-frame of claim 1, wherein the at least two arms are about12″ long.
 9. The modified rear suspension K-frame of claim 1, whereinthe rear subframe bushings on each end of the main support beam arebetween 50″ to 51″ apart.
 10. The modified rear suspension K-frame ofclaim 1, wherein the main support beam has a wall thickness of 0.075inches.
 11. The modified rear suspension K-frame of claim 1, wherein theat least two arms have a cross-section height of 2.25 inches.
 12. Themodified rear suspension K-frame of claim 1, wherein the at least twofront subframe bushings located on the top surface of the at least twoarms are an integral part of the at least two arms and the modified rearsuspension K-frame is new replacement K-frame weldment, not derived froman OEM K-frame.
 13. The modified rear suspension K-frame of claim 1,further comprising a strengthening element fixedly connected to themodified rear suspension K-frame.
 14. The modified rear suspensionK-frame of claim 13, wherein the strengthening element is at least onegusset or jacket fixedly connected to the at least two arms.
 15. Amethod of manufacturing a wheelchair conversion vehicle comprising:providing a vehicle body, a vehicle subframe connected to the vehiclebody, an independent rear suspension comprising a modified rearsuspension K-frame comprising a main support beam, at least two armsfixedly connected to the main support beam, at least two front subframebushings located on a top surface of the at least two arms, and avehicle mount fixedly connected to the at least two front subframebushings; coupling the independent rear suspension fixedly to thevehicle body by way of the vehicle mount; and installing a wheelchairaccess system to provide wheelchair access to the wheelchair conversionvehicle.
 16. The method of claim 15, wherein installing a wheelchairaccess system comprises lowering the vehicle floor.
 17. The method ofclaim 15, wherein coupling the independent rear suspension fixedly tothe vehicle body by way of the vehicle mount comprises coupling thevehicle mount to the vehicle subframe and coupling the vehicle subframeto the vehicle body.
 18. The method of claim 15, wherein coupling theindependent rear suspension fixedly to the vehicle body is done bybolting.
 19. The method of claim 18, wherein coupling the independentrear suspension fixedly to the vehicle body further comprises welding.20. A wheelchair conversion vehicle comprising: a vehicle body; avehicle subframe coupled to the vehicle body; an independent rearsuspension comprising a modified rear suspension K-frame comprising: amain support beam; at least two arms fixedly connected to the mainsupport beam; at least two front subframe bushings located on a topsurface of the at least two arms; and a vehicle mount fixedly connectedto the at least two front subframe bushings, wherein the independentrear suspension is fixedly connected to the vehicle body by way of thevehicle mount; and a wheelchair access system to provide wheelchairaccess to the wheelchair conversion vehicle.
 21. The wheelchairconversion vehicle of claim 20, wherein the K-frame does not comprise arear transaxle support beam.
 22. The wheelchair conversion vehicle ofclaim 21, wherein the K-frame is manufactured by removing the reartransaxle support beam from an OEM K-frame.
 23. The wheelchairconversion vehicle of claim 20, further comprising a bracket fixedlyconnected to an end of each of the at least two arms, wherein the end isfarthest away from the main support beam.
 24. The wheelchair conversionvehicle of claim 23, wherein the at least two front subframe bushingsare located on the top surface of the at least two arms between the mainsupport beam and the bracket.
 25. The wheelchair conversion vehicle ofclaim 24, wherein the at least two front subframe bushings are closer tothe bracket than the main support beam.
 26. The wheelchair conversionvehicle of claim 20, wherein the main support beam is slightly curved.27. The wheelchair conversion vehicle of claim 20, wherein the at leasttwo arms are about 10″ to 14″ long.
 28. The wheelchair conversionvehicle of claim 20, wherein the rear subframe bushings on each end ofthe main support beam are about 50″ to 51″ apart.
 29. The wheelchairconversion vehicle of claim 20, wherein the main support beam has a wallthickness of about 0.07″ to 0.08″.
 30. The wheelchair conversion vehicleof claim 20, wherein the at least two arms have a cross-section heightof 2.25 inches.
 31. The wheelchair conversion vehicle of claim 20,wherein the at least two front subframe bushings located on the topsurface of the at least two arms are an integral part of the at leasttwo arms.
 32. The wheelchair conversion vehicle of claim 20, wherein thevehicle has increased floor space compared to the OEM vehicle, whileretaining the use of the OEM ancillary rear suspension components,including the control arms, joints, bushings, wheel alignment adjustmentcomponents in order to maintain the OEM suspension kinematics.
 33. Thewheelchair conversion vehicle of claim 32, wherein the floor space inthe wheelchair conversion vehicle is at least 4% more, at least 6% more,or at least 7% or 8% more than the OEM vehicle having the OEM K-frame.34. The wheelchair conversion vehicle of claim 32, wherein the overallinterior floor length from front to back is extended between 2″ and 9″compared to the OEM vehicle having the OEM K-frame.
 35. The wheelchairconversion vehicle of claim 34, wherein the wheelchair conversionvehicle does not have any footrest interference while sitting on eitherside of the rear bench.
 36. The wheelchair conversion vehicle of claim20, further comprising a strengthening element fixedly connected to themodified rear suspension K-frame.
 37. The wheelchair conversion vehicleof claim 36, wherein the strengthening element is at least one gusset orjacket fixedly connected to the at least two arms.